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If there's one car that's got everyone buzzing these days, it's the Porsche Taycan. It's a new battery electric vehicle from the German automaker, a production version of the Mission E electric concept we first saw in 2015. Deliveries of the car start for some lucky customers before the end of this year, and that means Porsche is starting to open up about the new car.

Ars has an in-depth look at the tech inside the Taycan in the works, but you'll have to wait until September and the car's official launch before we can share that with you. In the meantime, though, a few more details have emerged about the car thanks to a new video from the Fully Charged crew.

We don't get to see any of the interior of the car—that's a secret until later this month. And Smith can't show us how the charging ports open, either, which suggests some theatrics will be in effect when that feature is revealed. For now we do learn that the car has AC charging ports on both the driver and passenger side, although only one DC fast charge port.

Unlike the Audi e-tron BEV, which was built using the same toolbox as many other Audis and Porsches, the Taycan uses an all-new platform called J1. It has a different 800V architecture than the e-tron, which is one of the factors that will let the car charge at up to 350kW (as long as you can find a charger). Like the Lucid Air, its battery pack—96kWh for the Turbo launch edition—is laid out to leave footwells for its occupants, which helps keep the sedan's roofline so low. And yes, the top spec Taycan is going to be called the Turbo, because marketing always wins in the end.

Even cars that you'd think would be "track designed" often actually overheat quicker than you'd expect. The GTR had well known transmission overheating issues, the Type R will overheat, the Z06 overheats, etc. etc.

At least in their test the Tesla lost about 3s per lap after the 3rd lap.

"Heat buildup is inevitable. After three or four laps at absolute tire-torturing full speed, the car begins to reduce power output. It's a balanced, gradual event."

When I'm at the track I want any time gained / lost to be due to my driving, not the car slowing down.

Heat soak is inevitably in almost any car, ICE or not.

Reducing power slightly is exactly what should be happening and the opposite of "overheating".

Then you haven't driven a properly engineered car at the track. This is what separates the street cars that can go do laps at the track from the cars designed for track use.

I'm not saying the Tesla is a bad car, it's just not a track focused car. That's probably better for 99% of drivers as it reduces cost. Just lest those of us that do drive on tracks actually appreciate a car designed to be used on a track.

So this is an ARS article. Basically a 15 minute Porsche commercial and oh we aren't going to show you much just gush on about how nice it is. And hint we are doing things better when much of it seems derivative. I'm sure the Porsche will be most efficient at clocking in at a ridiculous price.

The 2-speed gearbox is not derivative. Tesla tried that on the original Roadster but there were durability issues and they haven't tried it since. If Porsche is able to make it work, that's news.

The battery pack with footwell recessions is not derivative. That will allow passengers to sit lower and thus lower the center of gravity of the car. Handling will improve accordingly.

Porsche is motorsports-focused more than almost any other brand. Teslas can obviously put up some very impressive performance numbers but I'm willing to bet that the Porsche will destroy them on a track (that isn't a straight line).

I love it; a beautiful car (once you get past the stickers) that hopefully has Porsche performance.

There's no doubt in my mind that, for the foreseeable future, track-rats are going to prefer ICE vehicles, simply because of the vast quantities of energy that a 20 gallon tank can hold. It'll be awhile before EVs can lap as fast and as long as an ICE - although EVs will be capable of turning faster individual lap times.

Now, let me know how fast it can get from Long Beach to New York City, or when it might conceivably be capable of making that trip. I really wish that the legacy automakers would figure out that's a problem they need to be a part of fixing. If a startup automaker building 100,000 cars a year can afford to build out a US-wide 1-hour charging network (and now building 500,00 cars a year can afford to build out a world-wide 30-minute charging network), certainly a combination of GM, Ford, Nissan, Toyota, the VW Group, and all the others can build out their NIH CCS network.

Now, let me know how fast it can get from Long Beach to New York City, or when it might conceivably be capable of making that trip. I really wish that the legacy automakers would figure out that's a problem they need to be a part of fixing. If a startup automaker building 100,000 cars a year can afford to build out a US-wide 1-hour charging network (and now building 500,00 cars a year can afford to build out a world-wide 30-minute charging network), certainly a combination of GM, Ford, Nissan, Toyota, the VW Group, and all the others can build out their NIH CCS network.

I can't wait for cross-country trips to be easy in EV's so people will STFU about it. I rent a car when I drive from SF to LA, even though my ICE car could do the trip. I'd prefer Silvercar takes the depreciation from long distance trips.

Even with all the available charging on I-5, I'd still rent something for the trip when I get the Taycan too.

I love it; a beautiful car (once you get past the stickers) that hopefully has Porsche performance.

There's no doubt in my mind that, for the foreseeable future, track-rats are going to prefer ICE vehicles, simply because of the vast quantities of energy that a 20 gallon tank can hold. It'll be awhile before EVs can lap as fast and as long as an ICE - although EVs will be capable of turning faster individual lap times.

Now, let me know how fast it can get from Long Beach to New York City, or when it might conceivably be capable of making that trip. I really wish that the legacy automakers would figure out that's a problem they need to be a part of fixing. If a startup automaker building 100,000 cars a year can afford to build out a US-wide 1-hour charging network (and now building 500,00 cars a year can afford to build out a world-wide 30-minute charging network), certainly a combination of GM, Ford, Nissan, Toyota, the VW Group, and all the others can build out their NIH CCS network.

The Cannonball run was recently completed in ~45 hours in a Model 3. I'd say the long trip problem is solved.

I am a track rat and have a ICE car (Elise) for that today. I'd like to replace it with a BEV for a few reasons.1: Operating cost, the maintenance on the engine and gearbox is a PITA.2: Sound, my current car cannot pass the sound limit at Laguna Seca (90db) on most days. I'd be able to go more often with a BEV.3: Reliability. I've had too many days cut short because something on the car broke (Lotus = lot's of trouble, usually serious). 4: Acoustics. I find the sound of a BEV better than the dentist drill like sound of the super charger on the Elise. Also helps to be able to hear the tires.

This is ARS, can we stop with the FUD aimed at EVs please?

Sessions are typically 20-30 minuets. All you need is that much battery and a place to charge it between sessions. Just like going to get gas between sessions. This car would do that no problem.

That's pretty run of the mill these days, The Mustang GT500 does 0-161-0 kph in 10.6 seconds which is quite fast but by no means the fastest time, the fact that a BEV can get 20% faster in around the same time is hardly shocking considering the huge advantage to ~100kph they have.

At least in their test the Tesla lost about 3s per lap after the 3rd lap.

"Heat buildup is inevitable. After three or four laps at absolute tire-torturing full speed, the car begins to reduce power output. It's a balanced, gradual event."

When I'm at the track I want any time gained / lost to be due to my driving, not the car slowing down.

Heat soak is inevitably in almost any car, ICE or not.

Reducing power slightly is exactly what should be happening and the opposite of "overheating".

Then you haven't driven a properly engineered car at the track. This is what separates the street cars that can go do laps at the track from the cars designed for track use.

I'm not saying the Tesla is a bad car, it's just not a track focused car. That's probably better for 99% of drivers as it reduces cost. Just lest those of us that do drive on tracks actually appreciate a car designed to be used on a track.

*Grabs measuring tape from pocket, measures mounting holes, measures clearances, goes to http://www.speedshopofchoice.xxx and buys universal radiator that will fit and fan for it, waits for delivery, mounts fan once it shows up if it isn't already, pulls old radiator, drops in new for mockup, marks holes, drills holes, grabs old hardware to mount and does so, fills with new fluid, burps coolant lines, fills again. Finds fuse and buys a fuse 5a greater and puts in glovebox just in case. Problem solved.*

Shit I'm an engineer.

Snark aside, various manufacturers undersize cooling, brakes, ECT on purpose. Why use a $1200 (over what they choose to provide) radiator/fan and brake package for track days when their likely buyer isn't going to take the vehicle over 150, nevermind push the true limits of the tires while in a turn? They'll doscount the vehicle $600 and pocket the other $600.

Back to the Porsche, it looks like a nice practical car... Sadly (just a little) a perfect no compromise supercar for the upper class on a budget.

Damnit Porsche make something obscene, for once! You have done it before do it again, show us what kind of face.melting, trouser destroying straight line shredding Stuttgart missile (that can still hustle the corners when your respect the loud pedal) you can make today.

At least in their test the Tesla lost about 3s per lap after the 3rd lap.

"Heat buildup is inevitable. After three or four laps at absolute tire-torturing full speed, the car begins to reduce power output. It's a balanced, gradual event."

When I'm at the track I want any time gained / lost to be due to my driving, not the car slowing down.

Heat soak is inevitably in almost any car, ICE or not.

Reducing power slightly is exactly what should be happening and the opposite of "overheating".

Then you haven't driven a properly engineered car at the track. This is what separates the street cars that can go do laps at the track from the cars designed for track use.

I'm not saying the Tesla is a bad car, it's just not a track focused car. That's probably better for 99% of drivers as it reduces cost. Just lest those of us that do drive on tracks actually appreciate a car designed to be used on a track.

*Grabs measuring tape from pocket, measures mounting holes, measures clearances, goes to http://www.speedshopofchoice.xxx and buys universal radiator that will fit and fan for it, waits for delivery, mounts fan once it shows up if it isn't already, pulls old radiator, drops in new for mockup, marks holes, drills holes, grabs old hardware to mount and does so, fills with new fluid, burps coolant lines, fills again. Finds fuse and buys a fuse 5a greater and puts in glovebox just in case. Problem solved.*

Shit I'm an engineer.

Snark aside, various manufacturers undersize cooling, brakes, ECT on purpose. Why use a $1200 (over what they choose to provide) radiator/fan and brake package for track days when their likely buyer isn't going to take the vehicle over 150, nevermind push the true limits of the tires while in a turn? They'll doscount the vehicle $600 and pocket the other $600.

Back to the Porsche, it looks like a nice practical car... Sadly (just a little) a perfect no compromise supercar for the upper class on a budget.

Damnit Porsche make something obscene, for once! You have done it before do it again, show us what kind of face.melting, trouser destroying straight line shredding Stuttgart missile (that can still hustle the corners when your respect the loud pedal) you can make today.

Has anyone solved the cooling problem for the Model 3 ? (serious, I don't know, would be nice if they did)

I'd prefer a factory solution just for reliability and ease of service. I've had some horrible experiences with aftermarket parts.

At least in their test the Tesla lost about 3s per lap after the 3rd lap.

"Heat buildup is inevitable. After three or four laps at absolute tire-torturing full speed, the car begins to reduce power output. It's a balanced, gradual event."

When I'm at the track I want any time gained / lost to be due to my driving, not the car slowing down.

Heat soak is inevitably in almost any car, ICE or not.

Reducing power slightly is exactly what should be happening and the opposite of "overheating".

Then you haven't driven a properly engineered car at the track. This is what separates the street cars that can go do laps at the track from the cars designed for track use.

I'm not saying the Tesla is a bad car, it's just not a track focused car. That's probably better for 99% of drivers as it reduces cost. Just lest those of us that do drive on tracks actually appreciate a car designed to be used on a track.

Trolling here, but its too tempting. Clearly you need to get out with some instructors and learn how to really drive your car on the track Sure, a properly built track car shouldn't run into issues with overheating things like the engine or batteries, or brakes, but if you are really driving your car properly on the track, it is impossible to drive the car at 100% for more than a brief period of time. Tire management is critical and a big part of that is managing the heat in the tires. This is absolutely a limiting factor in driving and if you push the tires too hard, they get too hot and then they get too soft and lost grip. They can get so soft that you can literally grab a chunk of tire rubber from the wheel with your bare (ok gloved) hand.

Properly designed BEVs don't have massive hoods. There's no big engine to go under there and the batteries should be under the floor, with their weight well inside the 4 wheels, and with lowest possible CoG.

Would have been nice to see it take a few corners in anger. We all know that EVs accelerate like mad idiots but who cares if they blow off into the weeds at a corner?

I really really don't give a hoot about 0-60 times. Drag racing is the worst form of racing. Show me how it does in the Ss!

I totally agree. Its heavy, so its going to have problems on the track no matter how wide those tires are. Just look at those calipers! I've got a Model 3 and on the street it corners great. Actually feels as good or better than my actual track car. That being said, I'm sure a couple hard laps on the Model 3 and the cornering will become terrible as the tires overheat. But hey, its not a track car so I think its great. Not that I'll ever get it, but the roadster better be able to handle the track like a proper sports car.

Those headlights are throwing me off. Look weirdly sized or recessed or something.

The whole hood is throwing me off, not just the lights.

Properly designed BEVs don't have massive hoods. There's no big engine to go under there and the batteries should be under the floor, with their weight well inside the 4 wheels, and with lowest possible CoG.